Mustangs change but always give bang for the buck

"Summertime" for me is warm sunshine, green grass, singing birds, ice cream and convertibles -- like the Mustang I tested this week. I've owned four Mustangs -- two convertibles and two coupes -- with straight-six, V-6, 4-cylinder and V8 engines. Mustangs have grown, shrunk and grown again over the years, but one thing has always remained constant -- outstanding bang for the buck.

The original '64 Mustang started the "pony car" rage that fathered a stable of competitors with names like Javelin, Camaro, Challenger, Barracuda and Firebird. All had long hoods, abbreviated rear decks, optional V8 engines, and modest price tags. A high-output engine could transform a "pony" into thoroughbred that could wipe the smile off the face of a proud BMW or Porsche driver. Now, four decades later, Mustang's competitors are gone, and the new version is so good that Ford can't build them fast enough. It's by far the best 'Stang that's ever pranced down an American highway. Some dealers don't have any in stock, and the ones that do are getting full retail sticker price, or more.

Two Mustang models are available -- the V-6, powered by a new high-tech, 210-horsepower engine, and the GT, powered by a muscular V8 that kicks out a galloping 300-horsepower on regular gas! This engine is a 4.6-liter aluminum marvel, with three-valves per cylinder cranking out 320 lb.-ft. of torque. A great-sounding dual exhaust system gives it a personality reminiscent of the muscle-car era when cars sounded as great as they performed.

But I discovered that the V-6 engine is no slouch in the performance or the sound department. Its full throttle snarl sounds better than any Ford V-6 that I've driven. The large-displacement, 4.0-liter engine has more technical sophistication than any previous Ford V-6. It is a solid performer, with good torque, and the ratios in the five-speed automatic transmission seem well matched. I liked the overdrive defeat button mounted on the right side of the shift lever. Punch it for sport driving and the engine seems to come alive.

An added bonus is better gas mileage than the V8. With an automatic five-speed transmission it gets an estimated 19-mpg/city and 25-mpg/highway, compared to the V8's 18-mpg/city and 23/highway. Interestingly, the V-6's 210 horsepower surpasses the power of my old 1970-era V8. It's certainly enough to get your attention when you floor the accelerator. The spry Mustang squats on its solid rear axle and hustles toward the speed limit with gusto -- nothing like the "economy" Mustangs of the past. In fact, you can forget the economy image when talking about the new car. It feels and looks much more expensive than its $18,785 price (for the base V-6 coupe) would suggest.

Of course, my Premium convertible test vehicle cost much more, $28,345, to be exact. V-6 and GT Mustangs can be had in either Deluxe or Premium trim, and all are available in either coup or convertible style. The V-6 Deluxe is the most popular model; Ford says that for every three GTs sold, it will sell seven of the V-6s. Having tested both, I can say that the V-6 seems a bit more agile than the GT, which weighs about 150 pounds more, with most of the weight on its front tires. The new Mustang is relatively heavy, and the brakes are about 15 percent larger. If you want optional ABS, you will automatically get traction control, which has a dash-mounted control switch.

Deluxe V-6 trim includes a 5-speed manual transmission, stainless steel single exhaust, power 4-wheel disc brakes, front stabilizer bar, 4-way manual height-adjustable driver's seat, 50/50 split-folding rear seat, tilt steering wheel, speed control, power windows and door locks, remote keyless entry, air conditioning, AM/FM single CD audio system, 16" painted aluminum wheels and all-season tires. The Premium version adds a Shaker 500-watt audio system with 6-disc in-dash CD changer, 8 speakers and MP3 capability, 6-way power driver's seat with power lumbar, and machined aluminum wheels.

All models have 100,000 mile tune-up intervals, power rack-and-pinion steering, coil coil-over strut front suspension and a solid rear axle suspended under coil springs and outboard-mounted shocks. It's not a high-tech set-up in the rear, but it works amazingly well, producing great power-handling capability and stability without the harsh ride usually associated with muscle cars. The basic platform is shared with the Lincoln LS and Jaguar S-type, but Ford decided to eliminate the more costly independent rear-suspension for the cost-sensitive Mustang audience. This stiffer platform gives the new Mustang a 6-inch wheelbase expansion over the old one, which transforms the Mustang from a shake, rattle and roller into a graceful, poised dancer.

Steve Robertson of Robertson's Creative Photography is a car enthusiast and former staff writer/photographer for the Southeast Missourian. Contact him at sjr1@robertsonsphotography.com.